KR20010023169A - Process and device for stabilising a vehicle depending on the speed of the vehicle - Google Patents

Abstract

The method of the invention relates, in particular, to a method for the stability of a vehicle for preventing the overturning of the vehicle and the transverse slip of the vehicle about the longitudinal axis of the vehicle. To this end, at least two thresholds for the vehicle speed and the vehicle are obtained. One of the thresholds is chosen as the comparison factor, in particular a smaller one. The comparison is performed according to the speed factor and the comparison factor. According to the comparison, measures for the stability of the vehicle are implemented. If the speed difference is larger than the comparison factor, it is continuously decelerated by at least the retarder action, the motor action and the at least one braking action, so that the speed factor generated based on the measure becomes smaller than the comparison factor.

Description

Process and device for stabilising a vehicle depending on the speed of the vehicle}

German patent DE 44 16 991 A1 discloses a method and apparatus for warning a driver of overturning when a lorry is curved. To do this, the vehicle detects critical status data about the type of car and the risk of tipping over the straightest straight course before the curve, for example car weight and car speed. The gravity center and the radius of the curve give the risk of rollover or the most important critical speed. If the actual vehicle speed is in danger of overturning or if the actual vehicle speed does not exceed the preset safety margin for the risk of overturning, a signal for speed reduction is sent out. The permissible safety range of the vehicle speed for this purpose is set at the critical vehicle speed at risk of overturning.

However, the object described in German patent DE 44 16 991 A1, ie instead of having to carry out actions that are independent of the driver or of the driver, in order to slow down the vehicle speed and to prevent the risk of overturning, is only a driver in case of danger of overturning. The disadvantage is that only an alert signal is sent to the user. Thus, depending on the situation, you may not be able to respond in a timely manner to the risk of a threatening turnover.

In DE 32 22 149 C2, a device for preventing side rollover of a vehicle has been disclosed. This results in static stability depending on wheel distance and gravity center height. From this stability, two acceptable thresholds are obtained by multiplying two different safety factors. Dynamic instability is obtained based on the speed of the car, the radius of the curve and the acceleration of gravity. Dynamic instability is compared with two tolerance thresholds, respectively. And if the dynamic instability is greater than the first acceptable threshold, the gear coupling is adapted to be separated. At the same time, if the dynamic instability is greater than the two acceptable thresholds, the brake of the vehicle is adapted to operate.

As a first prescription for decelerating the vehicle speed, for example, when driving on an inclined path, instead of decelerating the speed through the disengagement of the gear clutch, the disengagement of the clutch of the gear is an extreme measure because the speed is increased. Becomes This risk is not addressed in the case of cars described in German patent 32 22 149 C2, because van-carriers are generally not used on flat road surfaces.

The problem of the present invention is to further improve the conventional methods and devices for stabilizing the vehicle, that is to warn the driver when the speed factor is greater than the comparison value and to try to stabilize the vehicle. will be. In particular, the above measures, i.e. measures not to increase the risk of the motor vehicle in any driving situation, should only be tried.

This problem is solved by the main points of claims 1 and 10.

The present invention relates to a method and apparatus for the stability of a motor vehicle. Such methods and apparatus have been disclosed in various variations of the prior art.

1a and 1b show a one or two part vehicle in which the method of the invention is employed,

2a to 2d illustrate the problem based on the method of the present invention or the apparatus of the present invention for a commercial vehicle carrying various vehicle types, i.e., floating or non-flowing loads,

3 or 4 shows an apparatus of the present invention for carrying out the method of the present invention in various fragmented front circuit diagrams;

5 illustrates an embodiment for implementing the method of the present invention using a flowchart;

The blocks also have the same function with the same markers in different figures.

In the method of the present invention, a method for vehicle stability is dealt with. In particular, vehicle overturning around the axis of the vehicle facing the vehicle longitudinal direction and vehicle slippage in the lateral direction are prevented. The drawings will be described as follows: If the lateral acceleration acts largely on the vehicle in the state of high friction factor, there is a risk of overturning. In contrast, in a low friction factor state, the risk of slipping is present in the transverse direction.

At this point of action, care should be taken to understand how to understand a model such as "car axis in the longitudinal direction of the car": on the one hand, in the longitudinal axis of the car, with respect to the car axis which causes the vehicle to overturn. Handle On the other hand, it deals with a car shaft that is twisted with respect to the actual car axis about a certain angle. At the same time, little attention is paid to whether the torsional vehicle axis passes through or not through the gravity center axle of the vehicle. In the case of a torsion of the car axis, the car's axis must allow the car's orientation to coincide with the axis of symmetry of the car or an axis parallel to this axis of symmetry. Furthermore, the model of "lateral car slip" relates to the side slip of the car.

The method of the present invention is based on speed comparison as an advantageous method. For this purpose, a speed factor representing the vehicle speed is obtained. In addition, at least two thresholds for vehicle speed are obtained. From these two thresholds, one of the comparison factors is chosen as the comparison factor. The comparison is carried out according to the speed factor and the comparison factor, and measures for the stability of the vehicle are carried out according to the comparison. If the actual speed factor is greater than the comparison factor, the vehicle speed continues to decrease at least through retarder action or motor action and braking action of at least one wheel, so that the speed factor generated on the basis of the action is equal to or equal to the comparison factor. Becomes small. In particular, measures for this are carried out by means of the comparison arguments at intervals of the velocity arguments.

This allows at least two different critical situations to be detected or observed. This ensures the stability of the vehicle in situations where the vehicle is at greater risk because one of the thresholds is selected as a comparison value.

Advantageously two thresholds are obtained, one of which is chosen as the comparison factor. The first threshold means a threshold indicating the risk of overturning of the vehicle. The second threshold means a factor that indicates the risk of slipping of the vehicle, in particular the risk of slipping in the transverse direction. Therefore, the risk of overturning the vehicle is detected using the first threshold value, and the risk of slipping or the risk of slipping out of the vehicle is detected or noted by using the second threshold value at the same time.

As an advantageous method, a mass factor representing the mass of the motor vehicle is obtained. This mass factor is obtained according to at least a factor representing the driving force acting on the motor vehicle and a factor representing the wheel-speed. At least one threshold for the speed of the vehicle is obtained according to the mass factor. In the case of curve driving, the mass factor is directly related to obtaining the threshold because the force acting on the vehicle is related to, for example, centrifugal (or equivalent centrifugal force) as a function of the mass of the vehicle.

Since the second threshold means a factor indicative of the risk of slipping of the vehicle, at least one friction factor representing the frictional relationship between the tire and the roadway present in each driving situation must be obtained in this regard. The acquisition of the friction factor certainly has its advantages. The first threshold represents the instantaneous coefficient of friction and the second threshold represents the difference between the coefficients of friction of the left and right sides of the vehicle. Through this, different coefficients of friction are detected in consideration of various characteristics of the driving path.

As an advantageous method in the case of the method of the present invention, a torsional factor or a torsional factor is set. The torsional factor is characterized in response to the action force acting on the car, in particular in response to the lateral action force, as the car acts about the axis of the car which is directed in the longitudinal direction of the car, especially in some aspects about the car axis. The vehicle is twisted or rotated and disengaged based on the action forces acting on it. In addition, the shake motion of the vehicle is detected through the torsional argument. Torsional arguments describe (ie, mean) gravity center dislocations about the axis of the vehicle, since the torsional arguments represent the action of the car around the car axis in the longitudinal direction of the car. Therefore, this centering movement affects the tendency of the vehicle to consider the risk of overturning or the risk of slipping. Therefore, by recognizing the torsional acquisition of the car, it is trying to improve the stability of the car accurately. For this purpose at least one threshold value for the vehicle speed is obtained according to the value of the torsional factor. The torsional behavior of the vehicle is highly dependent on the mass of the vehicle, and the torsional factor is obtained in an advantageous way according to at least the mass factor representing the mass of the vehicle.

The distance between the driveway and the center of the car has a decisive influence on the vehicle's operation considering the risk of tipping over or slipping. Therefore, in the case of curve driving, the greater the risk of vehicle overturning, the higher the center of gravity of the vehicle is. For this reason, in the method of the present invention, a first altitude factor representing the gap (i.e., the distance between the driving route and the center of the vehicle) is obtained. The first altitude factor is obtained according to the factor indicated by the wheel speed. And at least one threshold value for the vehicle speed is obtained according to the first altitude factor value.

Similarly, the spacing of the car shaft in the longitudinal direction of the car affects the risk of tipping over or slipping of the car by the road, and also in response to the action of the car about the car axle, in particular as a response to the transverse action. The car is twisted, rotated and dislodged. For example, the greater the risk of rolling over, the higher the axis of the car is from the car. In order to observe this effect, a second altitude factor representing the distance between the vehicle axis and the driving path described above is obtained. The second altitude factor is obtained according to at least the mass factor representing the mass of the car. At least one threshold for vehicle speed is obtained according to the second altitude factor.

Furthermore, the risk of tipping over or slipping of the vehicle can be influenced by the movement of the load carried by the vehicle during curve driving. For this reason, in particular, a load transfer factor for a vehicle including a moving or flow load is obtained or a load transfer factor is set accordingly. This load transfer factor is characterized as the response of the action force acting on the vehicle, especially the reaction of the lateral force, as if the vehicle load acts, and also based on the action force acting on the vehicle. It is characterized as. In order to consider the movement of the load, a threshold value for the vehicle speed is obtained at least in accordance with the value of the moving load number.

The load transfer factor is obtained according to at least the mass factor representing the mass of the vehicle. For example, in the case of a moving or flow load, the volume of the load is obtained according to the mass factor, and the load transfer factor is obtained according to the volume obtained. Furthermore, the load transfer factor is obtained according to a factor that characterizes a vehicle mounted device for receiving a load. The value of the factor characterizing the device mounted on the vehicle to accommodate the load depends at least on the form of the device. In motor vehicles carrying flow loads, the volume of flow loads is obtained directly in an advantageous manner in the process of loading or emptying the device for receiving loads. The load transfer factor is obtained according to this volume.

Also, the road-argument, which represents the radius of the path traveled by the momentary vehicle, in particular the curves instantaneously passed by the vehicle, around the argument described above has the meaning of the risk of overturning or slipping. If the vehicle speed is uniform, the smaller the radius of curvature, the greater the lateral force acting on the vehicle, and thus the greater the risk of tipping and slipping. The run-way argument is obtained according to the steering angle parameter representing the speed factor and the steering wheel angle of the vehicle.

The method of the present invention is based on sensor technology or engineering, which is handled for controlling the arguments representing the dynamics of vehicle in the system, so that no additional sensory is needed. Have A system for control of arguments indicative of the driving dynamics of a vehicle is disclosed for the passenger car, for example in the publication of the publication "FDR-Bosch" published in the Automotive Technology Magazine (ATZ) 96, 1994, 11, pp. 674-689. Or SAE-paper 973284 "Vehicle dynamics control for commercial vehicle".

In the case of the method of the present invention, the evaluation of the steering wheel angle as an input parameter has the following advantages: Curve driving is derived through the steering wheel angle set by the driver. The steering angle is then assessed to determine whether there is a rollover risk or slip risk already for the vehicle, for example before the actual danger occurs. In other words, if the risk is present, the prescription to maintain safety is made very quickly and accurately. In other words, the evaluation of the steering wheel angle means the realization of the so-called preview-function. Furthermore, prescriptions to maintain stability are only carried out in curve driving, i.e., in the case of linear driving, safety preservation prescriptions recognized as disturbances are originally prevented.

Another advantage or advantageous form may be contemplated with any combination of the dependent claims and at the same time the dependent claims, which may be taken from the figures or from the description of the embodiments.

Incidentally, the drawings are shown in Figs. 1 to 5.

First of all, a description will be given of FIGS. 1A and 1B, which show one or two body street driving cars in which the present invention method is used.

In FIG. 1A, a one-body vehicle 101 is shown. This car 101 corresponds to not only a passenger car but also a commercial vehicle. The vehicle 101 has at least two wheel axles shown in dashed lines. The wheel shaft of the vehicle 101 is indicated by the reference numeral 103ix. In addition, instead of the detailed technical method used in FIG. 1A for the wheel axle, the abbreviated technical method is used. For example, the index (i) shows whether the front wheel shaft (v) or the rear wheel shaft (h) is used. . The index (x) shows at least two axes in the vehicle, which are called front-wheel or rear-wheel shafts. Thus, each correspondence is valid: the front wheel axle or the rear wheel axle at the edge of the motor vehicle corresponds to the index x of the smallest value. The farther the distance between the edge of the vehicle and the axis is, the larger the index x value becomes. The wheel shaft 103ix corresponds to the wheel 102ixj. The index j is used to indicate whether the wheel is on the right (r) or left (l) side of the vehicle. Further, the motor vehicle 101 includes an adjusting device 104, in which the device 104 of the present invention is implemented to implement the method of the present invention.

FIG. 1B illustrates a vehicle combination of a tractor 105 and a trailer 106. It does not show any limitations in considering a vehicle combination of a tractor 105 and a trailer 106 with three axles (ie generally no limitations on tow vehicles and tractors). The tractor 105 has a wheel shaft 108iz. The wheel shaft 108iz corresponds to the wheel 107ijz. The index z indicates the wheel shaft, that is, the wheel of the tractor. Further, the tractor 105 is provided with an adjusting device 109, and the method of the present invention proceeds from the adjusting device 109, and also the trailer 106 as well as the tractor 105 using the adjusting device 109. Stabilize. The trailer 106 includes two wheel axles 108ixa. The two wheel axles 108 ixa have wheels 107 ixja in the same manner. Index (a) shows that it is a component of trailer 106. Regardless of the number of wheel shafts of the tractor 105 or trailer 106 shown in FIG. The control device 109 may be installed in the trailer 106 instead of in the tractor 105. Furthermore, the trailer 105 as well as the trailer 106 can be considered to be implemented with their respective adjustments.

The indicators selected in Figs. 1A and 1B by the indices a, i, j, x, z correspond to the total arguments or components in which they are used.

Next, FIGS. 2A to 2D will be described. Using this figure, a physical mode of operation based on the present method or the present invention is illustrated and described.

2a shows a motor vehicle moving, in particular for flow transport. This is called, for example, a fluid load tank car or a fluid load tank car. In the figure, wheels 201 and 202 are provided which are connected to the shaft 207. The automobile structure 205a is connected to the shaft 207 by the shock absorbers 203 and 204, and there is a flow load in the automobile structure 205a. The automobile shown in FIG. 2A is in a curved driving state toward the left. The distance between the wheels of the vehicle is indicated as the interval R.

In the automobile shown in Fig. 2A, not only the influence of the torsion, which is represented by the torsion factor C, but also the influence of the flow load, and this effect is represented by the flow load factor K.

The factor (h) represents the distance between the center of the car and the driving path. In the case of automobiles, the gravity acting on each midpoint is expressed as a factor (M * g). The factor hc represents the distance from the driving path to the vehicle shaft 206a which faces the vehicle in the longitudinal direction, and the reaction (or reaction) of the acting force acting on the vehicle and the automobile around the vehicle shaft 206a. To twist or rotate or break away. The argument hsc representing the distance between the center of the vehicle and the vehicle shaft 206a described in the introduction section is determined by subtracting the argument hc from the argument h, for example. The torsion factor is represented by the factor C, and the torsion factor C represents the above-described action of the vehicle centered on the vehicle axis 206a as the reaction of the action force acting on the vehicle, in particular, the lateral action force. This action force is represented by action force F in FIG. 2A. This action force is referred to herein as the centrifugal force generated during curve driving. And the working force (FL, FR) is generated in the wheel of the car.

SP1 shows the center of the car in the case of straight line operation. The vertical centering on the premise of twisting during curve driving is shown in the delta of SP1 to SP2. At the same time the vehicle is twisted at an alpha angle with respect to the axis 206a. Torsional or torsional movements overlap each other with movements on the basis of load movements. The movement under the premise of the load movement is expressed in delta f, and the resulting distortion is expressed in alpha f. The movement under the premise of this load movement allows the movement from the center point SP2 to the SP3. Therefore, the movement and twist are generally referred to as delta t or alpha t, and the center movement is directed from SP1 to SP2. In addition, the force (FL or FR) is gradually changed through the movement or torsion on the premise of torsion or under load, so that the force (FL or FR) decreases on the inner wheel of the curve and increases on the outer wheel of the curve. .

As shown in FIG. 2A, in the case of a commercial vehicle, attention should be paid to the spatial action of the vehicle because of its high position and the changeable center point. This is particularly dangerous in vehicles carrying floating cargo. In addition to the effects of torsional conditions, attention should be paid to the effects of the centering of the fluid towards the outside of the curve. This embodiment is also effective for passenger cars in the same way. This correlation is demonstrated by the figure 2d described here.

The torsional factor (C) quoted in the first half here includes the effect on the premise of the torsional acting on all the cars, i.e. the torsional factor (C) represents the overall torsional strength of the car, for example Each torsional strength for the body, tire or trailer.

In FIG. 2B, an automobile, in particular a commercial vehicle, is shown. The commercial vehicle here uses a non-moving load for transportation. The trailer here shows only half of the conducting surface. Since the figure does not start with the load movement, for example, the dimensions can be omitted, so the midpoint moves or twists from SP1 to SP2 on the premise of torsion. Of course, due to the heavy loading of different cars, the center of gravity is changed and thus at least one factor (hsc or h) is changed accordingly.

According to the drawing in FIG. 2b, the action of the object on the same car is shown in FIG. 2d. For passenger cars, the first thing to consider is to shift or twist the center of gravity, which assumes torsion. Midpoint shifts or torsions on the premise of load movements are rare, for example in the case of pickup trucks or similar small transport vehicles.

Fig. 2C shows a motor vehicle in which movement or center torsion should not occur under torsion or load movement.

In the drawings of the various automobiles of Figs. 2A to 2D, a method of the present invention that can be applied to any automobile is shown. The method of the present invention is also applicable to the case where the movement or torsion of the center under the condition of torsion or under load movement occurs. Likewise, the method of the present invention can be applied to the case where the movement or the center of the torsion is assumed to be torsional. Furthermore, the present invention does not presuppose torsion and is applicable to the premise of mobile load, i. The method of the present invention can also be used for buses, for example.

Next, FIG. 3 will be described.

FIG. 3 is based on a one-body automobile, for example as shown in FIG. 1A. For this reason, in FIG. 3, the adjusting device 104 is included. As shown in Fig. 1B, the object of the present invention is not limited because the same method can be applied to an automobile. Similarly from FIG. 3 each modification is required.

One vehicle includes at least two wheel axles, one including wheels 102vlr and 102v1l, and a front wheel axle 103 v1 or a rear wheel axle 103h1, and a wheel 102h1r or 102h1l. The speed sensor 302i1j mounted to the wheel is shown in FIG. 3. As indicated in Fig. 3, another rotation speed sensor 302ixj is mounted according to the number of wheel axles of the one-body vehicle. The argument njxj is sent to blocks 306, 308, 309, 310. The wheel speed sensor 302ixj is mounted regardless of the controller 310 type.

Further, the vehicle includes a sensor 303, and the sensor 303 is used to obtain a steering factor delta l representing the steering angle of the vehicle. Similarly, the sensor 303 is mounted regardless of the controller 310 type. The handle angle factor delta l is transmitted to the block 307, the block 309, or the block 310.

Block 310 shows a regulator or automobile controller running in the regulator 104. In the controller 310, a slip regulator is used as a general method. At the same time, the slip regulator serves as, for example, a brake slip regulator or a driving slip regulator. In this embodiment, as a basic function, a parameter representing driving dynamics of the vehicle, for example, a factor dependent on the lateral acceleration or the yaw rate of the vehicle, at least controlled by the action of a wheel brake or an engine -A regulator or controller is used. This is demonstrated here in the cited publication "FDR-Bosch's driving dynamics control" or SAE-paper 973284, which has already been described, which describes a system for controlling arguments that represent the driving dynamics of a vehicle.

Block 310 will be described later in detail. Block 310 is described taking into account the sensory. Since block 310 is used as a regulator for controlling the factor representing the dynamic behavior of the vehicle as already described above, another sensor is required for control. For each vehicle equipped with a brake device, a sensor 301 capable of detecting a pressure factor Pvor is required, and the pressure factor Pvor represents the previous pressure set (adjusted) from the driver. Through the block indicated by the dotted line means that the sensor 301 is required in the case of a hydraulic brake device, in contrast, in the case of a pneumatic brake device, the sensor 301 is not necessary. Likewise, a sensor 304 is needed to detect the omega of the car or to sense the lateral acceleration (aq) of the car. The argument sensed by the sensors 301, 304, 305 is sent to block 310. As described once again in this block 310, the sensors 301, 302, and 305 are not necessarily mandatory. If at block 310 another method is realized by a controller or a sleep regulator, the sensor 301, 302, 305 can be completely excluded.

As a conventional method, in block 306, a factor vf is obtained which represents the speed of the vehicle as the wheel-speed nixj, and the factor vf is sent to blocks 307 and 309. In block 307, the roadway argument r is obtained by the vehicle speed vf and the steering wheel argument delta l, and the path-argument r is the radius of the driving road at the moment driven by the vehicle. , A factor that represents the instantaneous curve driven by the vehicle, in particular. The argument r is obtained by using the following equation, for example.

In Equation (1), the overall steering speed ratio is represented by the factor il, the factor vch is the characteristic speed of the vehicle, and the factor l is the wheel state. The argument r is sent to block 310.

The argument Fanr is sent from block 310 to block 308 as an index nixj already described. The factor represents the driving force generated in the automobile. As a conventional method, the factor Fanant is obtained according to the factor representing the engine action in block 310, for example, the engine speed is executed here as the factor. In block 308, a mass factor M representing the mass of the vehicle is obtained based on the factor sent to this block. The mass factor M is sent to block 309.

In block 309 the speed is obtained by deciding whether or not the speed of the vehicle is decelerated, so that the vehicle does not flip over the vehicle axis in the longitudinal direction of the vehicle and also does not slide in the transverse direction. Thus, by comparing the speed, the arguments M, nixj, vf and delta l already described in block 309 are sent. In addition, the block 309 is transmitted with two arguments (μ, delta μ) or an index (mlix). The two factors (μ, delta μ) represent the friction factor, and the friction factor represents the friction ratio between the tire and the driving that occur in each vehicle state. The factor μ represents the friction value present at the moment. The factor [mu] is evaluated in block 310 according to, for example, longitudinal acceleration and lateral acceleration. The factor (delta μ) represents the difference between the friction values of the left and right sides of the vehicle. The delta μ in the braking process is obtained in block 310, for example, according to the cylinder pressure or wheel speed of the wheel brake. This relationship is demonstrated in DE 35 35 843 A1. As another method the delta μ is obtained according to the moment and wheel-speed of the engine at block 310. This is for example demonstrated in German patent DE 37 35 673 A1.

The mlix shows the wheel loads associated with the eight. As a conventional method, this wheel-load is obtained at block 310, for example from wheel-speed.

The result of the speed comparison is generated using the argument (vred). At the same time, the following correspond: If the vehicle speed needs to be decelerated, the argument vred assigns a value TRUE. Alternatively, if no deceleration of the vehicle speed is required, the vred will assign a value FALSE. The argument vred is sent to block 310. Execution of the speed comparison is discussed in detail in the relationship between Figs.

As already described above, block 310 represents an automotive regulator implemented in an adjusting device. In the case of automotive regulators, for example, a controller is used to control the factors indicative of the driving dynamics of the vehicle, which controller has already been described previously in the publication "FDR-Bosch driving dynamics control" or SAE-paper 973284. Doing. The controller 310 represents the control of the factor representing the vehicle driving dynamics, the factor sensed according to the sensor 301 or the sensors 302ixj, 303, 304, 305, or the engine speed or the engine moment of the engine 311. Depending on the arguments (mot2) it executes with its basic function.

Based on the executed argument, the controller 310 obtains at least an adjustment signal of the engine 311 or the actuator 313ixj to achieve slip control being executed as its basic function. In order to adjust the engine 311, the block 310 obtains the argument mot1 and sends it to the engine 311. And the argument mot1 allows for example a throttle valve adjustment that can be set. For example, the actuator 313ixj, which is composed of a wheel brake, obtains the argument Aixj in block 310 and sends the result to the actuator accordingly. The argument Aixj represents, for example, the adjustment signal for the valve corresponding to the wheel brake. In addition, a retarder-speed retarder 312 is provided for the actuator 313ixj. To adjust the retarder 312, a factor Re is obtained at block 310 and sent to the retarder 312.

Here, the use of hydraulic or electro-hydraulic or pneumatic or electro-pneumatic or electromechanical brakes is described.

In addition to the control being executed in the basic function in the controller 310, the controller 310 additionally makes the vehicle stable, ie the vehicle is turned over or in the direction of the vehicle in the longitudinal direction of the vehicle. There is a problem to prevent slip. In the category for stability, the controller is designed to meet two challenges: one is the engine 311, the actuator 313ixj, the retarder 312, and one if the argument vrde is assigned to the value TRUE. The adjustment signal according to the means 314 disclosed in the prior art is generated to affect the vehicle body, so that the rollover or slipping already described can be prevented. In order to adjust the means 314, the controller 310 generates a factor FW1. At the same time, the argument FW2 is sent from the means 314 to the controller 310. Adjustments to prevent tipping or slipping overlap each other with adjustments following the basic functions. Alternatively, the adjustment according to the basic function is weakened at the time executed to prevent pinching or slipping. As another method, the above-described arguments (μ, delta μ, mlix Fantr) are obtained from the controller 310 and sent to each block.

Block 309 is then broken down into Figure 4, which is shown in greater detail.

In the block 401, the load moving factor K is obtained from the mass factor M, and the load moving factor K is sent to the blocks 404 and 405. The acquisition of the load transfer factor K proceeds, for example, as follows: The factor K for a vehicle combination with a vehicle or tractor or a trailer containing a fluid of conventional load or known density is determined by the vehicle test by the driving test. Determined according to (M). The characteristic curve is made from the evaluation pairs for the factors K and W, and the characteristic curve is stored in block 401. Thus, the value of the factor K is obtained in accordance with the value of the factor M sent to block 401. The factor K according to the running mass can be obtained very simply if a tractor including a conventional trailer is driven and if the density of the fluid load is known.

The acquisition of the factor K is further improved as the factor K is determined for any vehicle combination and for any load, i.e. for any fluid. This improvement means that: depending on the type of trailer, ie the type of device receiving the load, the fluid has different support shafts and therefore different centers, so on the one hand the factor K is very high. Severely dependent on each trailer or trailer. On the other hand, the factor K is heavily dependent on the magnitude of the load that the support shaft can move while driving. For example, a tank load train containing about 20% filled tanks shows a more severe center shift than a tank load train containing 70% filled tanks. After all, in the case of set mass, the density of fluid load has a great meaning because the volume of load and thus the supporting capacity of the center point are very much correlated with each other. This is because different characteristic curves are stored in block 401 depending on the trailer or tank being used and depending on the load volume. Therefore, in order to obtain the factor K, the adjusting device needs to recognize the trailer or the tank, or the density of the load must be transmitted to the adjusting device in an appropriate manner. Factor K is obtained in block 401 according to the recognized trailer or tank. When the vehicle is empty, the volume for the load is obtained from the mass of the vehicle and the density of the load. As an alternative, the volume for the load is obtained directly when the device for receiving the load is emptied and filled. For example, the tank load train is equipped with an indicator that shows the fluid load in or out, so that volumetric measurements are possible. In order to obtain the actual volume value, the correctly inflowed or discharged volume is summed up or subtracted from the final volume value stored in the regulator.

Here, as a problem of load transfer, the research report presented by VDI Publisher, Düsseldorf, 1970, "German Automotive Research and Street Traffic Technology", Vol. 200, Iserman's "Solid or Fluid Load Carrier" "Limit of Overthrow".

Alternatively, in the case of a fluid load of unknown density, assuming a reference density for this fluid, the reference density is used to obtain a factor (K). At the same time, it is important to note that by selecting a baseline density, the risk of threatening rollover and the risk of slipping can become increasingly realistic.

In block 402, the torsional factor C is obtained according to the argument M, and the torsional factor C is sent out to the block 404 and the block 405. The acquisition of the torsional factor C proceeds according to the load transfer factor K. The factor C for the car or the car combination is determined in advance according to the car mass M through the driving test. A characteristic curve is established from the evaluation pairs of the factors C and M, which are stored in block 402. Accordingly, the value of the argument C is obtained by the value of the argument M sent to the block 402. Pre-acquisition of characteristic curves is aided by simulation operations. The improvement to the acquisition of the factor C taking into account any vehicle combination is made as in the case of the acquisition of the load transfer factor K.

In block 403, a first altitude factor h and a second altitude factor hc are obtained. The acquisition of the first altitude factor, for example, proceeds as follows: Initially, the dynamic roll radius is obtained according to the vehicle speed vf, the wheel-speed nixj and the travel-argument r. Roll radius describes the behavior of each wheel. Starting from this dynamic roll radius, the first altitude factor (h) is obtained, taking into account the wheel load (mlix), vehicle speed (vf) and driving-factor (r) associated with eight. The acquisition of the second altitude factor hc is made by the characteristic curve. The characteristic curve is obtained in advance by the factor M, for example, through a driving experiment. The second high factor value is obtained at block 403 using the sent out factor M. Two altitude factors h and hc are sent to blocks 404 and 405. Further, the runway-factor r or mass factor M is sent to blocks 404 and 405. In addition to the block 404, a first friction factor mu and a second friction factor delta mu are sent.

In block 404 a second threshold vr is obtained according to the argument sent to block 404 and sent to block 406. In general, the second threshold value vr is derived by, for example, the following equation in consideration of the effects on the premise of torsion and load movement.

Equation (2) is valid for the automobile of Fig. 2 describing the object action when passing through the left curve. In Equation (2), the factor g is the gravitational acceleration (9,81 m / sec ² ), and the factor R represents the interwheel distance. The factor μr represents the friction value of the right side of the vehicle and is obtained by the friction factor μ, delta μ. The argument hsc represents the distance between the car axis in the longitudinal direction of the car and the car center, i.e., it is distorted or rotated in response to the action of the force acting on the car about the car axis 206a in FIG. 2A. . The factor hsc is obtained by the first and second elevation factors. In the case of the right curve, Equation (2) in which the factor μl is substituted instead of the factor μr obtained from the friction factor μ or delta μ is valid. Left- or right-curve determination is performed by the handle argument delta l sent to block 404.

By observing a vehicle that does not carry the load-loading condition without carrying a floating load, or a vehicle whose load-shifting condition may be omitted, the factor (vr) is simply K = in equation (2). It is obtained as 0. This is valid for example for the motor vehicle of FIG. 2B or 2D. If different friction values on the left or right side of the vehicle do not occur, the equation for obtaining the argument (vr) from equation (2) with K = 0 and deltaμ = 0 is given. At the same time, when there is no influence that presupposes torsion or load movement, or when different friction values on the left or right side of the vehicle do not occur, the factor (vr) is K = 0, delta μ = 0 and C = It is obtained according to equation (2) which is infinite. This equation is valid for the motor vehicle shown in FIG. 2C, for example.

In block 405 a first threshold value vk is obtained according to the argument sent to block 405 and then sent to block 406. In general, the first threshold value vr is derived according to the following equation, for example, taking into account the effect of torsion or load movement.

Equation (3) is valid for the automobile shown in Fig. 2A. Except for the embodiment in which the coefficient of friction is concerned, the considerations implemented in equation (2) are likewise valid for equation (3).

Based on Equation (2) or (3), in the case of equations for obtaining multiple arguments, the thresholds vr and vk are sensed by acquiring the arguments sent to block 309. Another approach is to have a simplified equation stored in block 404 or 405, for example, for a car combination that is not used to transport flow loads.

An additional driving speed vf is sent to block 406 for the two thresholds vr and vk. According to the above argument, it is obtained whether or not the stability of the vehicle is required. The result of the acquisition is derived by the vred. In the first block 406, a threshold value smaller than the comparison factor is selected from the two threshold values vr and vk. The comparison factor and the vehicle speed vf are compared. If the vehicle speed vf is greater than the comparison factor, it means an abnormal vehicle condition and requires the stability of the vehicle. The argument vred is assigned a value TRUE. If the vehicle speed is less than the comparison factor, on the other hand, it means a stable state of the car and the stability of the car is no longer needed. At the same time, the argument vred is assigned to the value FALSE.

Next, FIG. 5 is described which shows the progress of the method of the present invention using the flowchart. The method of the present invention starts from step 501, where the factors C, hc, h, k, μ, delta μ, M, r, vf are prepared. Acquisition of the arguments is performed at blocks 306, 307, 308, 310, 401, 402, 403. Step 501 is followed by step 502, where two thresholds vr and vk are obtained. This is done in blocks 404 and 405.

Step 502 is followed by step 503, where two threshold values vf and vk are obtained which are less than the comparison factor vmax. In step 504, the vehicle speed vf and the comparison factor vmax are compared. Here the technique of block 406 is executed. Of course, the argument vred is not shown in FIG. If the vehicle speed vf is smaller than the comparison factor vmax, step 504 is newly executed after step 504. This execution is equivalent to the argument (vred) being assigned a value (FALSE). Conversely, if it is determined in step 504 that the vehicle speed is greater than the comparison factor vmax, then step 505 is executed following step 504. In step 505, the retarder action or the engine action or the brake action is executed, so that the vehicle speed is reduced and the vehicle is stabilized. The display of the adjustment signal for the components executed in each is omitted in FIG. Following step 505, step 501 is newly executed.

On the one hand, it should be noted that the form of the embodiment selected in the description should not represent a limited effect of the inventively important creativity. On the other hand, it can be summarized in several ways as follows: The method of the present invention detects the car's rocking motion about the car's longitudinal axis in relation to the slip action of the car in the plane. The rocking motion is very different depending on each load state and the driving path of the car, and overturning of the car occurs under this rocking motion. The method of the present invention or the device of the present invention conceptualizes that the necessary sensory is mounted on the automobile in the automobile combination.

Claims (10)

In the method for the stability of the vehicle to prevent the overturning of the vehicle and the slip of the vehicle in the transverse direction about the vehicle axis facing the longitudinal direction of the vehicle, A speed factor (vf) representing the car speed is obtained, At least two thresholds (vr, vk) for the vehicle speed are obtained, One of the thresholds is selected as the comparison factor (vmax), and in particular, as the comparison factor, the threshold is selected as the smaller value, The comparison is executed according to the speed factor and the comparison factor. According to the comparison, a measure for the stability of the vehicle is performed, especially if the speed factor is larger than the comparison factor, the vehicle speed is continuously reduced by at least a retarder action and a motor action or at least one braking action. The speed factor generated on the basis of the method is equal to or smaller than the comparison factor, and for this purpose, the action is performed by the comparison factor according to the interval of the speed factor. The method of claim 1, wherein the two thresholds are obtained, at the same time the first limit value vk is a factor representing the risk of overturning the vehicle, and the second limit value vr is in particular of the transverse vehicle. And a factor indicative of slip risk. The method of claim 1, wherein at least one friction factor (μ, delta μ) is obtained, the friction factor (μ, delta μ) representing the friction ratio between the tire and the roadway present in each situation, in particular two. A friction factor of, i.e., a first factor representing the instantaneous friction value and a second factor representing the different friction values on the left and right sides of the vehicle are obtained, and one of the at least one threshold value for the vehicle speed is at least one friction factor. Obtained according to the method. 2. A torsional factor (C) according to claim 1, wherein said torsional factor (C) is obtained or set, said torsional factor (C) being centered on an automobile axis directed in the longitudinal direction of the motor vehicle in response to an action force acting on the vehicle, in particular a transverse action force. The car is acting, in particular, the car is twisted, rotated and disengaged around the axle, based on the force acting on the car, The limit value for the vehicle speed is obtained according to the value of the torsional factor, in particular the torsional factor is obtained according to at least the mass factor M representing the mass of the car. The method according to claim 1, wherein a first altitude factor h is obtained which represents the distance between the vehicle center and the run, in particular the first altitude factor is obtained according to at least a factor nixj representing the wheel-speed, At least one threshold value for the vehicle speed is obtained according to the first elevation factor, A second altitude factor (hc) is obtained, which represents the distance between the driving path and the car shaft in the longitudinal direction of the car, and is twisted in response to the acting forces acting on the car about the axis of the car, in particular in response to the transverse acting forces. Wherein the vehicle is rotating and deviating, in particular obtained according to a mass factor M which represents at least the mass of the vehicle. A mass factor (M) representing the mass of the motor vehicle is obtained, in particular the mass factor being at least one of a factor representing a driving force (Fantr) acting on the vehicle and a factor (nixj) representing a wheel-speed. Obtained according to the method, wherein at least a threshold value for the vehicle speed is obtained according to the mass factor. According to claim 1, the moving load number K is obtained or set, in particular for a motor vehicle comprising a moving or flow load, the moving load number K being the response of an action force acting on the motor vehicle, in particular transversely. Acts as a response to directional forces, and in particular in some respects, is characterized by the forces moving and twisting due to the forces acting on the vehicle, and the threshold for the vehicle speed is obtained at least according to the value of the number of moving loads. Characterized in that the method. 8. A vehicle argument according to claim 7, wherein a vehicle factor indicative of the mass of the vehicle is obtained, and the moving load number is obtained according to the mass factor, in particular in the case of a moving or flow load, the volume with respect to the load is obtained according to the mass factor. And the moving load is obtained according to this volume, The number of moving loads is obtained by a factor characterizing the device installed to accommodate the load in the motor vehicle, in particular the value of this factor being at least a function of the type of device, In the case of flow loads a volume for the load is obtained directly during the process of being filled or emptied into the apparatus for receiving load, and the moving load water is obtained according to this volume. The method according to claim 1, wherein the threshold value for the vehicle speed is obtained according to the driving path factor (r), wherein the driving path factor (r) is used to calculate the instantaneous driving path driven by the vehicle, in particular the instantaneous curve passing by the vehicle. In particular, the driving path factor is obtained according to the speed factor (vf) and the steering wheel angle factor (delta l) representing the steering wheel angle of the vehicle. In the device for the stability of the vehicle for preventing the overturning of the vehicle and the slip of the vehicle in the transverse direction around the vehicle axis in the longitudinal direction of the vehicle, A first means 306, and using the means 306 to obtain a speed factor representing the vehicle speed, Second means 404, 405, wherein at least two thresholds for vehicle speed are obtained using means 404, 405, A third means 406, one of the thresholds obtained using the means 406 being selected as the comparison factor, in particular the threshold value being selected as the comparison factor, the smaller the value being selected, The comparison is executed according to the speed factor and the comparison factor obtained. A fourth means (310, 311, 312, 313ixj, 314), in accordance with the comparison carried out using means (310, 311, 312, 313ixj, 314), measures for the stability of the vehicle are carried out, in particular If the speed factor is greater than the comparison factor, at least the retarder action, motor action or braking action is carried out on at least one of the wheels. Through this execution, the vehicle speed continues to decelerate. A device, characterized in that less than the comparison factor, in particular for this purpose the measures are carried out in accordance with the difference between the distance of the speed factor and the comparison factor.